Truck



Jan. 2, .1940. T RONK 2,185,750

Filed Oct. 21, 1936 2 Sheets-Sheet 1 INVENTOR.

ATT

G. T. RONK Jan. 2, 1940.

TRUCK Filed Oct. 21, 1936 2 Sheets-Sheet 2 INVEN TOR. 6501955 7742mm Patented Jan. 2, 1940 UNITED STATES PATENT orrle TRUCK George T. Ronk, "Lanark, Ill. Application October 21, 1936, Serial No. 106,913

6 Claims.

This invention relates to railway train trucks and especially to that type of trains and truck mounting therefor known as the articulated type in which the adjacent ends of two cars are pivotally mounted on the same truck. The present some overhead carrying means such as a traveling crane.

Moreover, it is extremely desirable to maintain a standard operating practice which provides for lengthening and shortening trains at junction and division points, and for interline and inter-system exchange of cars, especially on transcontinental trains.

It is an objectof this invention to provide an articulated railway truck for articulated trains, which will permit said trains to be disconnected and switched at will, and which may be adapted to non-resilient coupling or to varying degrees of resiliency in coupling, dependent on the operative purpose as well as the weight and speed of the train.-

It is a further purpose to provide a truck which is separable, one segment to remain under the end of eachdisconnected car, to furnish a rolling support for switching purposes, and to support said cars in a practical and operable manner.

It is a further purpose to provide for pivoting the segments of the truck near the extreme ends of its supported car, in such a manner that the vsupporting wheels will follow switch curves and right themselves again on a straight track during switching operations.

There are other purposes and objects, not separately set forth, which will be obviousto one skilled in the art from the specifications and drawings.

In the drawings:

, Figure 1 is a plan, view of an embodiment of my invention.

Figure 2 is a side elevational view.

Figure 3 is an end elevational view; and

Figure 4 is a view in section of a car sill constructed according to my invention.

In practice, my invention provides a pair of segmental truck members ill and ll, each of v which truck members has means for rotatably mounting a pair of truck segments are pivotally. engaged to the un-.

Wheels [3 or M therein. These derside of longitudinally shiftable sill plates l6 and I? which support sills l8 and IQ of the adjacent cars 26 and 25, by means of pins 2! and 22,

and the truck segments pivot about on these pins both in the connected anddisconnected relation of these cars. The sills ill and W of the adjacent cars are preferably connected to each other by means of a segmental king pin having the king pin segments 23 and 24. This king pin connection is independent of the pivotal connections of the truck segments, providing a certain stability of train line of draft unaffected by a limited shutdesired results.

Inasmuch as the pivot about on the tling and oscillation of the integrated truck due to track conditions, but obviously the pivots and king pin pivots must be so disposed, arranged and constructed that they work together to secure the truck segments Ill and H must pins El and 2?. it is apparent that some means must be provided at points on the truck segments opposite to the pivot pins to afford stability to the truck segment by bearing a portion of the car weight. Such support is afforded by means of rollers 25 and 21 in the truck segments, which are adapted to bear against the under side of the sill plates IE and H.

The under sides of the sill plates [6 and H are provided with a wear plate centered or aligne displaced by arcuate track conditions;

d central position after being One means for accomplishing this result is the spring" means indicated at 28 and 29; are connected, as shown, to the sills and to the truck segments.

These springs movement should be prevented. One means of accomplishing this 3! and 32 which truck segments ill and H so that the truck segments may move but such that any relative horizontal or lateral result is afforded by the links are pivotally engaged to the vertically to a limited degree movement is prevented by the lugs 33 and 34 on the respective truc links.

k segments which confine the pling of the king pin segments 23 and 24, is accomplished by a heavy surrounding ring 36, which we may term the king pin ring. This ring may be placed over the segments 23 and 24 and locked in place by means of cars 37 on the ring and latches 38 on the sills. Handles 39 are also provided in order that the trainmen may lift the ring by hand.

It is apparent from the foregoing description that I have provided a truck structure such that the cars may be disconnected one from the other and the truck segments will still support the cars and will operate as independent units to swivel about to accommodate the truck to the curves and inequalities in the track, yet, when the truck segments are connected together, they act as a single pivotal unit which will also swivel about to permit the integrated truck to accommodate itself to curves and inequalities of the truck. In other words I have provided a truck which may be divided into operable segments which will still function as did the original complete unit.

In the broad aspect of the invention the foregoing is a statement in general of the structure and operation of a device constructed according to my invention. 1- have found however that there are certain advantages to be derived from the specific structure which I am about to describe.

The truck segments are preferably rectangular in plan view and preferably a single casting comprised of side members 4| and 42, endmembers 43 and 44 and connecting or bracing members 4-5 and 4'! arched for axle clearance. The side members 4i and 42 are hollow and arched in order that elliptic springs 45 and 56 and coiled spiralhelical springs 49 may be received within the side members 4i and 42. The side members 4! and 42 are cut away, as indicated at 5|, and are provided with side walls 52 and upper walls 53 in order that hearing blocks 54 for the axle 56 may be received in the recesses so formed. The central portions of the elliptic springs 50 are secured to the under side of the uppermost portions of the side members 4! and 42 and the lower springs 45 are provided with rolling pads 51 adapted to be engaged on the bearing blocks 54 The side members ii and @2 are provided with ears 59 projecting inwardly from the side walls 52 and are adapted to receive the upper ends of the coiled spiral-helical springs 49. The lower ends of the bearing blocks 54 are provided with outwardly, horizontally-extending ears 58 adapted to receive the lower ends oi the springs 49. It is now apparent that the elliptic and coil springs work in parallel relation with each other and it has been found that the combination of elliptic and coiled springs, with the coil springs wound in spiral-helical form, is of marked. assistance in breaking up any tendency toward harmonic movement of the trucks on the wheels and consequent harmonic flexing of the springs, which harmonic flexing has been found to cause surging and rough riding.

It is evident also that this clustering of springs, leaves the center of the truck free for low hung car sills and provides individual wheel springing, producing the cushioning eifect known as knee action.

The end portion 43 of the truck H3 is provided with a curved section adapted for mounting the rollers 26 therein and the rollers roll on the underside of wear plates 6| which are firmly at tached to the sill plates l5 and ii. The sill Coupling of the sills of the cars, through couplates 66 and H are channel shaped (Figures 3 and 4) and extend from a point well inside the end portion 43 of the truck H], as indicated at Bic, to a position at the outermost end 44 of the truck H), as indicated at (ill). The pins 2| and 22 are engaged to the centers of the end portions 44 of the trucks Ill and i i and to the ends of the sill plates i6 and H. The openings for the pins 2| and 22 are elongated in an arc to permit the truck to pivot substantially about the axis of the king pin when the segments are coupled together.

The sills l8 and I9 are comprised of heavy channels arranged to form. a box section (Figure 3), and cross supports 62, for supporting the floor 63 of the car in, are arranged to engage the sills. The sides 64 of the cars preferably extend down almost to the center line of the wheels for streamlining.

In this embodiment of the invention the sill plates l 6 and i? are made longitudinally shiitable with reference to the sills l8 and IQ for permitting the truck segments and integrated truck to shift longitudinally to a limited degree with respect to the sills and the cars they support. A

preferred means of securing this result is to provide transversely extending rollers $6 which are mounted for rotation in brackets 61 which are, in turn, secured to the underside of sill plates l5 and i l. The rollers t6 project through rectangular openings 68 in the sill plates I6 and i1 and are so located that they roll upon contact plates 69. The contact plates 69v are secured to spacer castings H which in turn are welded or otherwise secured to channels or sills It. A layer of fibrous material 12 is preferably disposed between the contact plates 69 and spacer castings H to absorb shock and vibration.

In order to prevent the sills i3 and 19 from being displaced from the sill plates 16 and I1 I preferably employ angle iron slides 13 on the outside faces of the sills i8 and i9 and replaceable wear slides 14 on the upper edges of the upturned portions of the sill plates 16 and H. The

wear slides 14 project inwardly from the sill" plates over the slides i3 and thus prevent the sills from being displaced, I preferably dispose strips 15 of fibrous material between the slides 13 and sills It and i9 to absorb shock and vibration.

The sill plates [6 and H are provided with vertically extending ears 16 at the innermost end portions Bla and'these ears extend upwardly into the spaces between the vertical channels which constitute the sills l3 and 19-. Partitions l! are'" provided within the sills, one on either side of the ears it, and springs 58 are engaged between the ears i6 and the partitions 11-. The sills l8 and 19' may roll on rollers on the bottom of the sill plates l6 and i! to a degree limited by the springs 16. It is apparent that the springs 78' will permit th truck segments. and inte grated trucks to move longitudinally with respect to the cars 20 and 25 and in this manner some longitudinal movement of the trucks and to rotate the king pin segments to a limited degree While the train goes around the curve.

The dotted lines of Figure 1 indicate the position of the sill plate I! and sill 19 as the train rounds a curve. I

The preferred structure just described may be termed a semi-resilient truck since longitudinal movement of the integrated truck relative connection of the pivot pins in the truck segments, the truck as a whole substantially pivots about a common vertical axis passingthrough the axis of the king pin.

Herein it will be seen that I have-invented a novel railway truck for articulated trains, which will permit of extremely high speeds, by virtue of low center of gravity, freedom from relative oscillation on curves, freedom from spring surging, freedom from truck vibration and braking shocks, freedom from the danger inherent in multiple parts; and also by virtue of flexible, but

closely fitted attachmens and coordinating elements; and which, at the same time, will permit of standard switching and car interchange operations.

I claim as my invention 1. In an articulated train of cars, means for connecting the adjacent ends of two cars comprising an upwardly extending segmental cylindrical king pin coupling, the king pin segments of which have slightly arcuate faces on their axis line, with a cylindrical detachable ring for holding the segment faces together to permit pivotal action on the said axis line, said ring adapted to be moved to operative position by being placed over the tops of the segments and adapted to closely engage the outer faces of the segments at all times.

2. A car coupling means comprising upwardly extending cylindrical segments having arcuate contacting faces on the adjacent ends of two adjacent cars and a cylindrical ring member adapted to bemoved to operative position byv being placed over the tops ofthe segments and further adapted to closely engage the outer faces of the segments at, all times.

3. A coupling means for connecting adjacent cars of an articulated train comprising upwardly extending semi-cylindrical members having arcuate contacting faces and having a common axis when the cars are in adjacent relation and a cylindrical ring member adapted to be engaged over the semi-cylindrical members by being placedover the tops thereoftoclosely engage the outer faces of, same at allftimes so as to provide'a king pinconnection vfor connecting adjacent cars with a minimum of lost motion.

4. In an articulated train of -.cars, eachfcar having a'sill on which the car body is supported;

and means for pivotally mounting the sill on trucks, means for connecting the cars comprising semi-cylindrical, upwardly" extending segmentsonthe adjacent "ends'of the-car sills,each

segment being rounded on the adjacent faces thereof, a cylindrical ring adapted to be engaged on the segmentsby being placed overthe tops of same and adapted to closely engage the outer faces of the segments at all timesand means for holdingthe ring-inzits engaged position.

5- In an articulated train of cars, having means for pivotally supporting the cars upon their respective trucks, other means for connectingthe adjacent ends of two cars including upwardly projecting semis-cylindrical members on the ad-' joining end of each carwith the semi-cylindrical faces'of the upwardly projecting members disposed to form substantially afull cylinder, but with the abutting faces of the upwardly projecting semi cylindrical members slightly curved in arcuate form, whereby when the cars pass around a curve the abutting faces, will roll on one another, whereby the diameter across the two upwardly projecting semi-cylindrical members will be substantially the same regardlessgof the posi tion of the cars, and a cylindrical ring adapted to be placed over the tops of the upwardly pro jecting semi-cylindrical members to closely engage the outer faces of the semi-cylindrical mem bers at all times,whereby thesegments'are held in close relation, said'ring heldlin position'b'y' gravity and a retaining latch, thus'allowing limited vertical, lateral and pivotal movement without lost motion.

6. In an articulated train of cars in which the ends of adjacent cars' aresupported upon segmental separablev trucks, a means for;connecting the adjacent ends of two cars so as to "permit limited lateralor vertical or pivotal movement without any'appreciable lost motion in the coupling means,- said means comprising asegmental cylindrical-king 'pin,fone segment on "each car, the adjoiningfaces of said segments being slightly arcuate in a horizontal plane, and acyIindricaI ring adapted to be moved tooperative position by'being placed :over the 'tops of the segments,

the inner surface of the said ring being adapted to closely engage at alltimesthe outersurfaces f the king pin. 7 j ,e

, GEORGE T. RONK, 

